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• x (mm) 10 20 30 40 50 60 70 80 90 100 -1 PI control FLC Figure 10. Velocity curves of the translator with PI control and FLC. Figure 11. Velocity error curves of the translator with the PI control and FLC. 1 i a ,i b ,i c (A) i a ,i b ,i c (A) x (mm) 10 20 30 40 50 60 70 80 90 100 10 20 30 40 50 60 70 80 90 100 x (mm) Figure 12. Motor phase currents accelerating with a) PI control and b) FLC. F (N) X (mm) 10 20 30 40 50 60 70 80 90 100 110 pe ru nit Figure 13. Motor load changing with the PI control and FLC. The velocity curves of the translator under increased load conditions with the PI control and FLC are shown in Figure 14. The load attachment to the translator is initially done as 25 N between 0 mm and 60 mm. It is 250 N between 60 mm and 80 mm. In the positions between 80 mm and 90 mm, the load is removed. In the last stage, the motor is reloaded with 250 N between 90 mm and 100 mm. Within the reference velocity, the performance of the translator is observed under load with the PI control and FLC methods shown in Figure 14. As can be seen, the performance of the FLC is better than that of the PI control. While the PI control algorithm catches the reference velocity at about 7.8 mm, the FL control catches the reference velocity at about 8 mm. In addition, the velocity error curves of the PI and FLC algorithms with the above test conditions are shown in Figure 14, where the error of the FLC strategy at a steady state is very close to zero, even when the motor is heavily loaded. Figure 15 shows the contrary position velocity error curves of the translator under load with PI control and FLC. We can see the error curves of the translator by speeding up the loaded motor with the PI and FLC. If we examine the data separately, the motor reaches the reference velocity at about 8 mm. Figure 16 shows the phase currents of the LSRM during speeding up and the response of the load changing. The motor is started with 25 N loads and it reaches a 1 m/s constant velocity at 8 mm. While running at this constant velocity, at 60 mm, the load is increased to 250 N, and then at 80 mm, the load is completely unloaded. Next, at 90 mm, the motor is reloaded with 250 N. There is chopping in the motor phase currents after the motor velocity reaches the reference value and while the motor is unloaded. The steady state current value of the motor with the unloaded condition is lower with the PI control than that of the condition with the 25 N load, as shown in Figure 16a. However, the steady state current value of the motor with the unloaded condition is lower with FLC than that of the condition with the 25 N load, as shown in Figure 16b. As a result, with the PI control method, if the motor loaded with 250 N is running with a 25 N load, the occurring velocity error is smaller than if it is loaded with same load but with no load running. It can be said that if the motor is loaded instantly with any load, the FLC method is sufficient, but the PI control method is insufficient. As a result, we can say that, electromechanically, the fluctuations in the current mean a fluctuation in the force. In this respect, the FLC response is better than that of PI control. 10 20 30 40 50 60 70 80 90 100 110 x (mm) x (mm) x (mm) x (mm) 0 10 20 30 40 50 60 70 80 90 100 110 10 20 30 40 50 60 70 80 90 100 ia ,ib,ic ia,ib ,ic (A) Figure 16. Motor phase currents versus position accelerating with a) PI control and b) FLC. Experimental results The inductance data of the designed motor are collected with the finite element method (FEM) using the Maxwell Ansoft program. Moreover, the simulation of the inductance curves of the 3 phases is released. In the simulations, we use the cosine method. We draw an inductance curve for phase A with the normalized data in Figure 17. We compare the drawing with the experimental data and calculate it using the FEM. As a result, both of these graphs are very similar, and we use the cosine method because it is easier than the other methods. The dynamic equations of the LSRM are obtained from this inductance profile. It can be seen from Figures 18a and 18b that the currents of the motor phase are in scope view. In the simulation phase, the currents are triggered with a sequence and do not start before a phase current unless the 3rd phased current is finished. This can be seen in the scope view. In Figure 19, the graph is drawn using the experimental data. The data are collected using a data acquisition board, drawn using Microsoft Excel, and saved using the LABVIEW program. 10 20 30 40 50 60 0.03 X(mm) Figure 17. Motor one-phase inductance graphic data obtained by the FEM method and LABVIEW. Figure 18. The different currents of the phases in scope view. 50 100 150 200 250 x (mm) Conclusion In this study, the velocity response of the PI- and fuzzy logic-controlled double-sided LSRM was simulated and experimented. The simulated motor has 6/4 poled, 3-phase, 250 W power. The PI and fuzzy logic velocity responses of the motor were compared according to the determined values, and it was observed that FLC is more useful than the PI control method. It was concluded from the obtained simulation results that the motor may be used where linear motion is needed in places such as elevators, hospitals, and subway doors and where accurate position control and rapid response are required, due to their low cost, high efficiency, and high rate of force/volume. 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